Conveying apparatus.



No. 875,199. PATENTED DEC. 31 T. S. MILLER.

CONVEYING APPARATUS,

PP mum: FILED 211.21 1906. A L A asnnms-snnnrr1 No. 875,199. PATENTEDDEC. 31, 1907. T. S. MILLER.

GONVEYING APPARATUS.

APPLICATION FILED APR. 21, 1906.

5 SHEETS-SHEET 2.

N0. 875,199. PATENTED DEC. 81, 1907. T. S. MILLER.

CONVEYING APPARATUS.

APPLICATION FILED APR. 21, 1906.

5 SHEETSSHEET 3.

1%. 875,199. PATENTED DEC. 81, 1907.

T. S. MILLER. CONVEYING- APPARATUS.

APPLICATION I'ILBD APR. 21, 1906.

5 BHEET88KBI ET 4.

No. 875,199 PATENTED DEG. 31,1907

' T. s. MILLER. A

CONVEYING APPARATUS.

APPLICATION FILED APR. 21, 1906.

6 SHBETS SHEET 5.

I I 1 I 1 0 0 wit (20sec i'icntion.

til

elmm go This rope starting at one eml from the trecmoses memes? THOMASSPENCER MILLER, OF scone chimes, NEW messy,

GGNVEYING- necessi ies.

- his scenes.

fipecificetion of Letters Potent.

Patented Bee; 3311, 1.8052,

Application filed April-21. 1965. Serial H0. meet,

To all whom it MW concern:

" Be it lmown het I, 'linomss SPnNons MIL- LEE, to citizen of the UnitedStetes, and e. sesident of South Umnge, county oi Essex, and Stste oiNewflersey, hove invented a new end useful 1m roveme t in ConveyingAppointee, of whic thefol owing is e speci- The primary object of mypresent invention is'the trensierrof oosl or other cargo between st see,although ieeturesof it meg he eg iplicshle to other purposes.

21cm Ber e side views oi two s the egpesetcs in different positions Fig.4 is e to ii, inclusive, ei'edetsilsu It is the tmnsmittin ship'or'oollier contsining the meets 2 an 3.

i is the receiving ship or war ing the meet 5 end the traction engine 5constiucteti as shown in Figs. 8 and 9.

'2' emit; ens the two runs of-e rope which cohstitiite'the cohlewey, theends of which em invitnely wound, respectively, upon the, its 9 encl 10of the traction engine 6.

tion engine 6 on the deck of the receiving extends ovei the sheave 11 onthe mast thereof thence over the sheeve 12 on the most 3 of thetransmitting ship, thence around a sihesve 13 between the masts 2 and 3of the tzensmitting' ship, thence heck jover the sheet e i l on the most3 end over the shesve iii on the meet 5 back to the traction ongins 6. t

, "lhe sheeve 13 is mounted in a tension cerriege shown in detail inFig. 5. This carsiege contains e frame 16 in which the sheave 13 has.itsv besrings end which carries the Wheels 17 and i8 running on a, ropeor stay 19.

stretched between the masts 2 and 3 which.

guide for the ceri iege of tho'eccompenying diewinfi, Fi ures 1, p8 sowing isgmmmetic view oi e modificetion ship contein-i.

The who ,ing the rope 8. controlled from e tlrum 0rv winch heed 4:1

throngh the 1-0 e42. Thehenl-dcwnblock' is controlle by e druni oi'winch heed 43 F'g. 11, or to ocountei'weight such as t shown in Fig. 4.;

26 and 27 are button stops upon the cope 7 eech of which mey beconstructed so shown in Fig. 7, end which ere located seistence at extdependent upon the conditions under w oh the op eretus is used and whichmy be snywhere om 20120 75 feet apart.

The loed-cem'isge consists of the up pert 28 and the lower cert 2sconnects by the matches 30 which is shown in the form of. e,

" wire rope sndwhich'is of such construction es to pesmit ofconsiderable latitude of role- (iii tive vihrstoi'y'movement between theupper I pert 28 and the lower port 29 of the iced-- cartilage. The upperisn't 28 of the loadceri'ia e consists of e look through which runs t erope 7 between the sheaves 31 and 32 which ere close enough together toprevent the wage of either the stop 26 or 271.

el 33 joled in the lower port 291 of the l0fli02ffih6 carries it uponthe rope 8 and between this rope is suspended the piv oted finger 34upon which theloed is so ported. This finger is held normally in t erevised or holding position shown in Fig. 6 by the to gle 35, 36, onelink 36 of which ices;- tende' int!) the orm 37, This 'mfm isnormellyL-held in eleveted position by the sp' 38 in? which position thetoggle is look: Upon pulling down upon this arm 37, however, so as tobreak the'toggle, the weight of.

of which forms a. running connection with the rope 8; one bein locatedto haul down at the transmitting an l the other at the receiving ship,and each conteinin .asheave' enge The haulown block 39 is through therope t4. I

Pivotal-1y connected to th ha l-down block 40, as shown inFigcfi, is enerm 58 broadened at. its extremitv and; counterweighted at 5 9 and.Inenuellycont 'olled by the rope 57 extending dlown to, thedeck of thereceivin ship. When the load carriage comes into t e osition shown in Fi6, the erm 37 will be elow the arm 581m the ettendant, by'pulling downon the, rope 57- can depress the arm 37 and thus cause the finger 34 todrop into unloading position;

above described provides a method of transporting coal or cargo betweenships at sea in l which a rope passes twice across the span.

This rope supports and propels the load-carriage; one branch of the ropehaving a playing attachment to the carriage and the otherarunningengaglement. r

The form of utton stop shown in Fi 7, consists-of the two button parts45 and 46 havin bores which are divergently tapering towar each other.47 and 48, shown in dotted lines, are conical spreaders that are drive te other off its seat.

tapered arallel to the bores of-the button arts. hese conical spreadersare inserted ead to head in the center of thero e. The button parts arebrou ht toward t em and driven toward each ot er until they firmly clampthemselves-into position, as shown in Fig. 7. In use, the more strainexerted upon them, the more firmly they are seated, and being separatedfrom each other, the driving of one art onto its seat has no tendency toThe sea anchor shown in Fig. 10, consists of the two canvas cones 49 and50 arranged in tandem; the smaller preferablybehind the larger. A doublecone of this kind has been found-to be less erratic in its movement thana single cone and will produce amore-uniform tension 11 on the cable.

Thesea anc or shown in Fig. 11 consists of a series of canvas diaphragms51, 51, etc. arranged in tandem and each held by its 'corners so as topresent an approximately flat surface of resistance. A single fiatdiaphragm will have an exceedingly erratic movement, but it has beenfound that where a series are employed one behind another,

particularly where the seriesexceeds four in number, the result is greatsteadiness of movement. The number i of these diaphragms employedmay beadjusted to suit the tension required and thespeed at which the shipsrun. 52 is the trippin line which is connected at the rear to one si eof the diaphragms so that when it is desired tohaul in the sea anchorthe diaphragms-come in edgewise. 1 With a collier especially equippedfor the purpose," the constructionshown in Fig. 4-

may be employed. wherein the traction enine is transferred to a osition6 onthe eck of the collier, and w erein the counterweight 53 is employedto provide the tension through the sheave 13 and the tension rope '24which, in this instance, passes down into a well-hole 54 locatedapproximately amid ships of the collier so as as near the cenlower end55'of thewell-hole may conform to 6 5 It Wlll be observed that theapparatus and 64 are two nonrevolvingv collars upon the "i5 shaft 60,the contacting surfaces between which are. reversely inclined so that bytheartial rotation ofthe collar 63 uponthe col-5 ar 64 the attendant canset'the friction disks 61 and 62together for any required degree of tofriction. This friction is set at such a de gree that in normaloperation the two drum parts move as a unit.- The provision'of'thefriction between them is both for the purpose of safety and facilitatingthe setting up of the apparatus and also fbr adjusting tl length of thero e to the distance between the shi s, In t 'e direction of safety if,for examp e, the tension can'iageshould moye so far forward as,to'strike against the mast 3, a slip will occur between'the two drumparts so as to, lengthen the traction rope and prevent damageto themast. 'The degree of friction between the two drum parts WiIL'therefore,in o eration be in excess of the hplding strain of t eropebut less thanthe breakin strain of any of the parts. The lever contro ing the Q i.positlon of'the collar 63 will always be in the and of the operator sothatlie can instantly 1:5 or radually release the" friction between the10,!) disks 61 and 62 in .caslof necessityas, for? example, if the towline should" art. 1 J; The operation is as follows; he vessel-1 beingtowed by the. vessel 4 through tliejtowline 56 andthe drums 9, '10,''of.t tiaction'mn en ine bein at rest, the rope 7. and Sg w' be helunder constant te'nsionby theif 'tension'rope 24. y In whateverfpositiontha load carriage. us, in whateger position the'load carriage 'may be,andparticularlyg when in loading position, it is substantially:undisturbed by the movements of th iitsselst.

freely throu h the-lower part 29...,of'the 201;

swans lln whatever position the load-carriage may he, the division of itinto two parts with capability of relative movement, enables the tworune7 and 8 of the traction-rope to be so widely separated from each otherthat they will not ash when running at high speed in oppositedirections. When it is desired to transport a load from one vessel tothe other, the button stops 26 and 27 and the load carriage are run intoposition above the deck of the transmitting vessel and the load-carriageis hauled down to the deck by the, haul-down "block 39 and the loadattached. 'lhereupon,

the haul-down block 39 is released and the traction engine 6 started soas to haul in on the rope 7 and pay out on the rope 8. The

button stop 26 therefore pushes the carriage part 28 forward and thecarriage part 29 is haul-down b ock 40 so that the load will he thesystem. by the reduction of operati received in the position shown inFig. 3 where it is readily detached by the attendants.

Means are provided to maintain a uni orm tension in the transit rope.The tendency of the ropes to clash and twist about each other which, informer systems, has had the effect of reducing the, 'ed of the loadcarriage and of wearing therdpos, is obviated in the present system. Bythe employment of the reversible double drum of moderatepower but greatspeed in place of drums operating antagonistically upon the tractionrope, I gain in speed and economize in power and simplify vers. Theimprovedmethod by which enabled to hold the carriage still relatively tol the deck while loading and unloadin not-' withstanding the pitching ofthe vessels and the attendant to and fro movement of the tensioncarriage is another important feature of my present invention.

Althou h I have shown the ships in tandem position do not wish to belimited to the use of my present-apparatus between them in that positionsince P am aware that it might be employed with them in broadsideposition or nearly so.

Having thus described my invention, 1 claim as new and desire to secureby Letters Patent: b v

'1. In a conveying apparatus, in combination, connected outgoing andincoming travcling ropes, an engine whereby the same are moved i y, atension tail sh av around which they pass, a load carriage engaging bothof said ropes'and sto s on one of said ropes on opposite sides 0' theload carriage.

2. In a conveying apparatus, in c'om-bina tion, an outgoing rope, anincoming rope,

an engine whereby they arehmoved inversely, stops on one of said ropesand a load carriage engaging said rope between said.

stops and also engaging the other rope.

3. In a conveying apparatus, in combmation an outgoing rope, an mcomlngrope, two

arts of the row carria e en a in saidropes respectively and a vibratoryconnec tion between said carriage parts.

,4. In a conveying apparatus, in combination, an outgoing rope, anincoming rope, two parts of the rope carriage engaging said ropesrespectively, a-vibratory connection between said carriage parts and twostops on opposite sides of the carriage part engaging one ofsaid ropes.

'5. In a conveying apparatus, in combination, an outgoing and anincoming rope forming a loop at the tail end, a tension sheave in saidloop, two load rests and a' haul-down rope at eachof said lead rests.

6. In combination a pulling boat, a pulled boat, a pull ro ie, a transitrope, a load carriage moved t ereby, an actuator for said transit rope,a tension device acting upon said transit rope, and stops on saidtransit rope on opposite sides of the load carriage.

7. In combination, two boats, outgoing and incoming ropes between them,an engine I whereby said ropes are operated, a tension mechanism, ahaul-down rope at each boat, a two-part load carriage engaging both ofsaid ro es and a vibratory connection be tween t re two parts of saidload carriage.

8. In combination, two boats, outgoing and incoming ropes connecting thesame, an engine wherebysaid ropes are propelled, a tension mechanism, atwo-part load carriage engaging both of said ropes and a vibratoryconnection between the twoparts of said carriage. r

9. In a conveying apparatus, in. combination, an outgoing and anincoming rope, a sheaved load-carriage part engaging the upper ro e, ash'eave( .l load-carriage part en-- gaging t e lower rope, a vibratoryconnection between said parts and a load support ing finger pivotallymounted upon said lower part. v,

10. In a conveying ap aratusi, in combination, a load carriage, acad-supporting fin- .ger mounted thereon, a trigger whereb the saidfinger may be tripped, adown-hau rope and 'anarm (pivoted tosaiddown-haul rope I whereby-Sal trigger may be pulled. 'j

,11, ln combination' witharopeya button I 'stop consisting of twoseparatedparts containing inversely-tapered bores and a complementallyta ered filler within the rope.

12. In com ination, a pulling boat, a pulled boat, a transit rope, aload support moved thereby, an actuator of said transit rope, a tensiondevice acting upon said-transit rope and two stops on said transit ropeon opposite sides of said load support.

13. In a conveying apparatus, 1n combinatlon, an outgoing and incomingrope, a tail same end tension sheave for the same, a reversible enginecontaining drum parts for the 0pposite ends of said ropes and a normallynon sli ping friction between said drum parts.

n testimony whereof, I have hereunto signed my name in the presence oftwo subscribing witnesses.

' I THOMAS SPENCER MILLER; 'Witnesses:

ERNEsT PULsFoRD,

H. A. BARRINGTON.

